Fluid-pressure engine.



No. 670,439. Patented Mar. '26, I90].

E. A. STARK FLUID PRESSURE ENGINE.

i (Applicai iion filed Feb. 28. 1900.) (No Model.) I 2 Sheets-Sheet l.

No.- 670,439 Patented Mar. 26, I90l. E. A. STARK.

FLUID PRESSURE ENGINE.

A lication flld Feb. 28. 1900.)

2 Sheets-Sheet 2.

(No Model.)

3 ELLA. Sicuia.

lI/II/{l/IIIIIIIIIIIII THE NORRIS PETERS co. Pno'roumoq wnsmum'ou. u a

UNITED STATES PATENT OFFICE.

ELI A. STARK, OF TOLEDO, OHIO, ASSIGNOR TO THE TOLEDO STEAM AND AIRMOTOR COMPANY.

FLUID-PRESSURE ENGINE.

SPECIFICATION forming part of Letters Patent No. 670,439, dated March26, 1901.

Application filed February 28, 1900. Serial No. 6,845. (No model.)

To all whom it may concern:

Be it known that I, ELI A. STARK, a citizen of the United States,residing at Toledo, in the county of Lucas and State of Ohio, haveinvented certain new and useful Improvements in Fluid-Pressure Engines,of which the folsteam quickly and eduot and exhaust it rapidly, so as tominimize the loss from condensation; which shall eliminate as far aspossible friction of all the movable parts, and to that end dispensewith. the use of a ,reciproeating connecting-rod moving in astuffingbox; which shall have both the pitman and the rotary shaftlocated in the same chamber; which shall be simple in construction,comparatively cheap in first cost, and, when necessary, easy to repair,and which, finally, shall be compact, suiting it for use within limitedspace or areas.

With the above end in view my invention consists, objectively, in anengine having a single cylinder divided by the piston into two chambers,in one of which is located the pitman and crank shaft.

It further consists in an engine having a single cylinder divided by thepiston into two chambers, in one of which are located the shaft andmeans for transmitting the motion ments of parts hereinafter set forthand claimed.

The accompanying drawings illustrate two examples of the, physicalembodiment of my invention constructed according to the best of theseveral modes I have so far devised for the practical application of theprinciple.

Figure 1 is a perpendicular sectional view of one example, the sectionbeing taken in a plane at right angles to the rotary shaft. Fig. 2 is asimilar view taken in a perpendicular plane parallel with the shaft.Fig.3 is a sectional plan view of another example of the engine, takenin a horizontal plane parallel with the shaft. Fig. 4 is a sectionalview in elevation taken in a perpendicular plane at right angles to theshaft.- Fig. 5 is a sectional view taken in a perpendicular planeparallel with the shaft. Fig. 6 is a view of the inside surface of aremovable bonnet, showing the boss against which the rotary diskvalvebears.

Referring to the first example, (illustrated in Figs. 1 and 2,) theletter A designates an upright-engine cylinder open at both ends; B, theremovable top cylinder-head; C, a base for the cylinder made integral,in this instance, with the cylinder; D, a lower cylinder-head; E, asemicircular recess in the head of a depth and a width slightly greaterthan the length and width of the crank. F F are recesses in the head toreceive the shaftbearings; G G, bearings located within the recesses. Hrepresents bolts which secure the lower head in place. I is a rotaryshaft. J J are crank-arms. 'K is acrankpin; L, the pitman; M, thepiston; N, a slot in the piston; O, a pin by which the upper end of thepitman is pivoted to the piston; P, a removable bonnet; Q, an openingthrough the bonnet to receive the shaft and bearing; R, a rocking valve;S, a shaft passing longitudinally through and fixed relative to thevalve. T T are slots in the valve. U is an arm on one end of the shaft Sand rigidly secured thereunto; V, a cam on the shaft; W, a pivot-pinuniting the arm of the cam and the arm U, secured to the shaft S, asshown in Fig. 1; X, a steam-passage from the valve to the top endchamber; Y, a passage from the valve to the lower end chamber; Z, amotive-fluid inlet or supply-pipe, and Z, a motive-fluid exhaust-pipe.

Referring to Figs. 3,4, 5, and 6, which illustrate the second example,'the numeral 1 designates an engine-cylinder havingan end opening anddisposed in a horizontal position. 2 is a cylinder-head; 3, an openingthrough the head; 4, the base'of the engine; 5, the

'sleeve of the valve; 19, a collar on the shaft;

20, a set screw in the collar. 21 are pins uniting the collar and sleeveto the valve. 22 is the disk of the valve; 23, a slot in the disk; 24, atortuous boss on the inner surface of the bonnet against which the diskbears; 25, a steam-inlet passage; 26, an inlet-port; 27, an cductionport, and 28, an eductionpassage from the crank-chamber to the oppositeend chamber.

It will be observed that in each of the examples the piston divides thecylinder into two chambers, that the pitman and rotary shaft are bothlocated in the same chamber, and that the chamber inclosing the crank ismade as small as possible and still allow the crank to be revolved.

The mode of operation of the first example is as follows: The partsbeingin the position shown motive fluid can pass from the pipe Z throughthe slot T and passage X to the top chamber by way of the passage Y,slot T, and exhaust-pipe Z to the atmosphere. As the piston approachesthe lower end of the cylinder the cam rocks the valve, shutting offsteam from the pipe Z, opens communication between the top and bottomchambers by way of the slot T, and closes the passage from the bottomchamber to the exhaust-pipe Z. The piston then moves upwardly and thecam rocks the valve to its first position.

The mode of operation of the second example is similar; but the livesteam or motive fluid is first admitted to the end chamher whichcontains the crank and shaft. As the slot 23 in the disk of rotary valveopens port 26 steam enters the crank-chamber for a period of timedetermined by the length of the slot and forces the piston outwardly.hen the slot reaches the port 27, live steam is shut off andcommunication established by way of the passage 28 between the crank andthe other end chamber. As the piston moves inwardly and reaches the endof its stroke the steam in the end chamber and which has been eductedfrom the crank-chamber escapes by the openings formed by the slots 15 tothe exhaust-pipe l6 and the atmosphere. The outward movement of thepiston then closes the exhaust, as is obvious.

From the foregoing descriptions of the constructions and modes ofoperation of the two pictured examples it will be clear that I haveproduced a type of engine adapted to be operated by a motive fluid andwhich fulfils all the conditions set forth hereinbefore as the purposeor end of my invention.

lVhile I have illustrated only two examples of the physical embodimentof the said invention, I do not thereby intend to limit its scope tothese particular examples, inasmuch as the principle can be applied inother ways and modes not involving asubstantial departure.

The general way of constructing the engine with a single cylinder, apiston dividing the same into two chambers, with the pitmau and shaft inone of the chambers, and the provision of valve mechanism whereby themotive fluid is admitted to one ofthe chambers, educted to the otherchamber, and then exhausted embrace the essential features of myimprovements. The details of construction, however, to secure thedesired mode of operation can of course be varied and equivalentssubstituted for the elements illustrated. For example, I may substitutea slide-valve or a piston-valve for any of those shown, contract thespace in the crank-chamber in any desired way, substitute for the pitmanand crank other means, form the cylinder in two parts, and introducemany other modifications, incorporations, or variations. These and otherchanges I intend to embrace within the scope of the claims.

What I claim as new, and desire to secure by Letters Patent, is

1. An engine having a single cylinder divided by a piston into twochambers only and within one of which chambers is located a retary shaftand means for transmitting the motion of the piston to the shaft; saidengine also being provided with means for periodically admitting motivefluid to one of the chambers, means for edueting it to the other chamberand confining it there, and valve mechanism controlling the exhaust ofmotive fluid from the last-mentioned chamber to the atmosphere.

2. The combination in an engine, of a cylinder; a piston dividing thecylinder into two cham bers; a rotary shaft and means for transmittingthe motion of the piston to the shaft located in one of the chambers;means for ad mitting motive fluid to one side of the piston and eductingit to the other side of the piston and confining it there; and meansconsisting of valve mechanism for exhausting it to the atmosphere.

3. The combination in an engine, of a cylinder; a piston dividing thecylinder into two chambers; a rotary shaft in one of thechamhere; meansfor uniting the piston and shaft; and valve mechanism for admittingmotive fluid to one chamber, educting it to the other chamber andconfining it there, and exhausting it thence to the atmosphere; saidcylinder having a crank-chamber provided with a recess.

4. The combination in an engine, of a cylinder; a piston dividing thecylinder into two chambers; a rotary shaft and means uniting the pistonand shaft located in one of the cha mbers; and valve mechanism whichsimultaneously admits motive fluid to one chamber and i0 shaft whichadmits motive fluid to one chamher and educrs it to the other chamberand confines it there; and means for periodically exhausting motivefluid from the last-mentioned chamber.

In testimony whereof I affix my signature in presence of two witnesses.

' ELI A. STARK. Witnesses:

O. P. BOWMAN, FRED. H. MoINTosH.

